Gear shifting mechanism



June 27, 1939- G. F. HOUSTON ET AL 2,163,880

GEAR SHIFTING MECHANISM Filed Feb. 5, 1936 7 Sheets-Sheet 1 INVEN TOR.

CifOIPGE 197/005 TO/V 1 50) SSH/Vi al? A TORNEY June 27, 193 G. F.HOUSTON ET AL 1 2,163,880

GEAR SHIFTING MECHANISM 7 Sheets-Sheet 2 Filed Feb. 5, 1936 AT ORNEY0057b say/"0 90 INVEN TO R QM A M June 27, 1939. HQUSTON ET L 2,163,880

GEAR SHIFTING MECHANISM 7 Sheets-Sheet I5 Filed Feb. 5, 1936 INVENTOR.i6! 600.57? 7 -51 JAN/4P0 v AT ORNEY June 27, 1939. 6. F, HOUSTON ETA. i2,163,880

GEAR SHIFTING MECHAN ISM Filed Feb. 5, 1956 7 Sheets-Sheet 4 INVEiVfTOR.AggXS-d/M/FMO 'A ORNEY June 27,1939. F. HOUSTON ETAL 52,163,880 v GEARSHiFTING ma'cmmxsu' Filed Feb. 5, 1936 '7 Sheets-Sheet 6 INVENTOR.650965 f. #00570 17 87-5. SHIV/M0 AT ORNEY v June 27, 1939. HOUSTON ETAL 2,163,880

' GEAR- SHIFTING MECHANISM Filed Feb. 5, 1936 7 Shets-Sheet 7 IIHPatented June 27, 1939 UNITED. STATES GEAR SHIFTING MECHANISM George F.Houston, Hamilton, Ohio, and Roy S. Sanford, New York, N. Y., assignorsto Bendix Products Corporation, South Bend, Ind., a corporation ofIndiana Application February 5, 1936, Serial No. 62,466

10 Claims.

This invention relates to power means for operating the clutch and/orchange-speed transmission or transmissions of an automotive vehicle.

It is the principal object of the invention to provide an eiiicientand'eifective control mechanism for the aforementioned power means, saidmechanism to include the ignition system of the vehicle and theaccelerator or other carburetor control means.

A further object of the invention is to so interlock the power means foroperating the aforementioned clutch and transmissions as to insure theoperation of the clutchprior to an operation -of the transmissions.

operated power means for operating the clutch and a plurality ofchange-speed transmission units, said power means being operable onlywhen the accelerator is released.

The invention turther contemplates the provision of a transmissionoperating power means controlled in part by a vehicle operated speedresponsive mechanism, whereby the transmission is operated in accordancewith the speed of the vehicle.

Yet another object oi the invention is to provide two change-speedtransmission mechanisms operable in timed relation with the operation ofa clutch, one of said transmissions being manual- 1y controlled and theother of said transmissions being in part automatically controlled.

A further object is to provide selective gear transmission mechanismsfor an automotive vehicle, whereby four different gearratios areprovided for forward driving.

Other objects or the invention and desirable features, including aclutch control mechanism automaticallycompensating for clutch wear, asimple and efiective combined speedometer and governor means forcontrolling a change-speed transmission, and other mechanisms andcombi-' nations of parts, will be made apparent from the followingdetailed description oi'preierred embodiments of the invention, taken inconjunction with the accompanying drawings, in which:

Figure 1 is a plan view of a preferred embodiment of clutch andtransmission operating mechanism constituting our invention;

Figure 2 is a diagrammatic layout of a part of the mechanism of Figure1, the governor controlled transmission operating power means andinterlocked clutch control being disclosed;

Figure 3 is a sectional view of the clutch oper- V ating motor ofFigures 1 and 2;

Figure 4 is a sectional view of the power operated three-way clutchcontrol valve incorporated in the motor disclosed in Figure 3; V

Figure 5 is an enlarged view of the combined speedometer and governormechanism of Figure 1;

Figure 6 is a sectional view of the governor and speedometer mechanismof Figure 5, disclosing the details thereof;

Figure 7 discloses, in section, an alternative type of governormechanism and cooperating relay valve;

Figure 8 is a diagrammatic view of an alternative type of powermechanism for operating a dual ratio unit, a power operated telltaleunit being incorporated in said mechanism;

' Figure 9 is a sectional view of the telltale unit of the mechanism ofFigure 8 together with the power means for operating said unit;

Figure 10 is a sectional view of the telltale unit, taken on the lineIii-l0 of Figure 9;

'Figure ll'is a sectional view of the telltale unit, taken on the linei|--ll of Figure 10;

Figure 12 is a sectional view of the telltale unit, taken on the linel2i2 of Figure 10;

Figures 13 and 14 each disclose alternative forms of power operatedtelltale mechanism;

Figure 15 is .a diagrammatic view of an alternative'type of two-speedrear axle unit operating throttle operating connections disclosed inFigbodiment of our invention wherein an internalcombustion engine I0provides a source of power to drive the rear wheels I2-and I4 of thevehicle, the transmission of power being effected by a conventionalclutch I8, Figure 2, positioned to the rear of a flywheel housing I8, atwo-speeds forward and reverse selective gear transmission 20, apropeller shaft 22, a conventional type of two-speed rear axle orso-called dual ratio unit 24, a conventional difierential 26, anddriving axles 28 and 30.

Our invention is directed broadly to power means for operating theaforementioned transmissions and clutch, and more particularly to thecontrol means for said power means. The trend in the design ofautomotive vehicles is in part directed toward the simplification of thecontrols of the power plant, and to this end there is provided by ourinvention a mechanism dispensing with the use of both the clutch pedaland gear shift lever. In their stead the control of the clutch andtransmissions is effected by the accelerator and the ignition switch incooperation with simple forms of automatic and manually operableselector valve mechanisms.

As disclosed in Figure 1, a double-acting pressure differential operatedmotor 32, preferably secured to'one side of the transmission housing, isoperably connected to the two-speeds forward and reverse transmission 20by means of a connecting rod 34 and cross head 36, the latter beingsecured to a Single shifter rail 38 of the transmission. A double-endedclutch operating pressure differential operated motor 40 is preferablysecured to the transmission housing opposite the transmissionoperatingmotor 32, the same being in part operably connected to theclutch I6 by a connecting rod 42 and crank arm 44. There is alsodisclosed a dual ratio operating pressure differential operated motorunit 46, which is not claimed herein, inasmuch as the same constitutesthe invention of Roy S. Sanford et al., covered by Patent No. 1,994,835

The aforementioned transmission and clutch operating motor units arecontrolled by valve and switch mechanism comprising a three-way valve48, operated by an accelerator connected to the valve by a throttleoperating link 52; a switch 54 controlling the ignition system of thevehicle, a

combined governor and speedometer mechanism 56, a relay valve mechanism58, a hand operated selector valve 60, and a foot operated selectorvalve 62. The acceleration 50 is biased to its off position by a spring63.

Describing now the operation of the invention, and incidentally thedetails of construction, upon practically completely releasing theaccelerator 50, a throttle arm 64 is closed by a spring 66, therebyidling the engine and partially evacuaating an intake manifold 68 toprovide a vacuum power source. Complete release of the acceleratorserves, by virtue of a lost motion connection I0, to operate thethree-way valve 48 to interconnect and/or permit an interconnection ofthe motors 40, 32 and 46 with the intake manifold. There may also beprovided a hand operated link I2 having a lost motion connection at 14'with a pin 16 secured to the throttle arm 64, thereby providing analternative means for operating the throttle and the valve.

The fluid transmitting connection between the intake manifold and clutchmotor comprises conduits I8, 80 and 82 and a power operated threewayrelay valve 84, disclosed in detail in Figure 4. Upon connecting themotor 40 with the manifold as above described, a spool-shaped valveplunger 86, housed within a valve casing 88, is automatically drawn tothe left, against the resistance of a spring 90, to provide theaforementioned vacuum circuityia'ducts 82, 94, 96, 98 and I00 in thecasing 88 and passages I02 in the plunger 88. A compartment I04 withinthe clutch motor 40 is thus evacuated, the remaining compartment I06 ofthe motor being at atmospheric pressure by virtue of a one-way valve I08incorporated in one end wall of the motor. A piston I I0 is thus forcedto the left, Figure 3, to disengage the clutch.

Should the driver now desire to move the vehicle forwardly, a valveplunger member II2 of the selector valve is moved, by an indexing leverH4, to the extreme left to the position dis-, closed in Figures 1 and 2to thereby interconnect the governor controlled relay valve 58 with the-intake manifold via conduits II6 and H0 and certain of the recessedportions of the plunger member H2.

The vehicle being at a standstill, the combined speedometer and governorcontrol unit 56, disclosed in detail in Figures 5 and 6, functions toestablish the low gear selection of the transmission 20, all asdescribed below. Described in brief, the aforementioned unit comprises acasing I20 having right-angularly extending shafts I22 and I24 journaledtherein, the former shaft being preferably drivably connected, byflexible driving means I26, with the propeller shaft 22 of the vehicle.A flyball governor mechanism I28 is mounted on the shaft I22, therotation of the latter functioning to actuate the governor mechanismI28, which in turn imparts angular movement to a lever member I30through the intermediary of a connection I32 slidably mounted on theshaft I22. To one end of the lever I30 is secured a rack I34 in meshwith a pinion I36 drivably secured to the shaft I24. Rotation of theshaft I24 serves both to effect angular movement of a pointer I38 toindicate the speed of the vehicle (or engine I0, if the unit 56 isdriven by the engine) and to effect angular movement of a contact memberI40 secured to the shaft I24. The member I40 slidabdy contacts a coiledwire contact member I42, the latter being connected to a solenoid I44 ofrelay valve unit 58 by a wire I46. When the speed of the vehicleexceeds, say, fifteen miles per hour, the contact member I40 passes overan insulator I48 and into contact with a second coiled wire contactmember I50 connected to a second solenoid I52 of the valve unit 58 by awire I54. The electrical connections are completed by a contact I58,urged into contact with the rotating shaft I24 by means of a springoperated biasing mechanism I58 and connected to a battery I60 by a wireI62.

We have assumed the vehicle to be at rest and the engine idling;therefore, the solenoid I44 is energized, as disclosed in Figure 2, tomove a double three-way relay valve member I64 to interconnect theselector valve 60 with a compartment I66 of the transmission operatingmotor 32 via conduits I I6 and I I0 and a conduit I68. Compartment I66is at the time connected to the atmosphere via a conduit I12 and a portI14 in the valve 58: however, the rate of evacuation of air therefromexceeds the rate of ingress of air thereinto, resulting in a movement ofa piston I16 from either its neutral or reverse gear positions to theposition disclosed in Figure 2 to establish a low gear selection of thetransmission: in this position of the piston a port I18 is covered.

Low gear having been established, the acbit dill

dill

bill

dill aieasso celerator is then depressed, first closing valve Al! tovent the conduit I8 and all connected parts to atmosphere. With theclosing of the valve 48, the relay valve plunger 86 in the clutch motoris actuated by spring 90 to move said member to the position disclosedin Figure 4. The compartment M of the clutch motor 40 is thus vented tothe atmosphere via an air cleaner let, a plurality of ducts I82 and thepassages I02 in the valve member 86. The clutch motor is thusdeenergized, whereupon the clutch springs function to engage the clutch,moving the piston lid to the right, Fleur-e3. The first phase of theclutch engaging movement of the piston is relatively rapid, suchmovement, however, being automatically terminated, when the clutchplates contact at a predetermined load, by virtue of the operation of aspring loaded valve member iM. At said load the valve member its isactuated by a spring the to close the valve, thereby cutting oil thevent of air from the compartment itli via a conduit 8 connected wtih themanifold by condits til and 82. The tension .of the spring ltd isdetermined by a screw ltd held in its adjusted position by a set screwit i. After the valve ltd closes, the engagement of the clutch iscompleted at a relatively slow rate by virtue of a bleed of air from thecompartment ltd via a slot ltd in valve ltd and a port lllil in a casingliid for said member. 'lhere' is thus provided a clutch operating powermechanism efiecting a disengagement oi the clutch upon releaase of theaccelerator and an engagement thereof in two stages of movement upondepression of the accelerator.

Withthe engagement of the clutch and the opening of the throttle, thevehicle is moved for-- wardly in low gear. When the vehicles speedexceeds the aforementioned rliteen mile per hour rate, the governor andspeedometer unit functions, as previously described, to energize thesolenoid iliil, thus actuating the relay valve member ltd to preseiect ahigh gear operation or the trans llpon again releasing thencceleratonthe mission. clutch is again disengaged and the motorenerglued to establish high gear, the piston lliii moving to thepostltion merited 2 in l igure it.

Should the operator desire to neutraliaethe transmission, the indexingor selector lever lid is moved to the position marked N in Figures l and2. With such operation, the selector valve- Illfl is moved to the right,Figure 2, to register a. duct lllli' with conduit lit and with a conduittill, Upon release. of the accelerator, the connection with the manlloldis again established and the motor 32 energised to eilfect aneutralizlug operation of the transmission, the piston llt moving to theposition merited N in Fig ure 2.' Should the operator desire toplace thetransmission in reverse gear, the selector lever is moved to theposition merited R in Figures l and 2, whereupon conduits lit and ltdare interconnected: release or the accelerator'thcn energizes the motorbl to complete the operation.

Referring now to the power means lor operating the two-speed rear axleunit, depression oil a button ltd, which may be placed beneath the heelportion or conveniently near the accelerator in the aforementionedPatent No. 1,994,835, :l'unctlons when energized to alternatelyestablish one gear ratio, then the other; therefore, with each operationof the valve 62, one or the other of the two gear ratios of thetransmission unit 24 is established.

Referring now to the interlock with the vehicles ignition system, thereis provided, as disclosed in Figures 1 and 2, the ignition switch. 54,controlling said system. When the switch is closed, as disclosed in thefigures, a link 208, having a lost motion connection with a pin msecured to the lever I and a valve rod 2&2, is moved to permit freemovement of the lever H4 to all three of its selective positions.Furthermore, with the closing of the ignition switch 54, a switch flilis closed, completing an electrical circuit, via wires m, 2i! and I62and battery ltd, to the governor unit 56, all as clearly disclosed inFigure 2. Upon opening the ignition tralized.

There is disclosed in Figure '7 an embodiment of governor mechanism andrelay valve wherein ball bearingcontact members 2%, secured to andinsulated from spring ribs 222, lunction, when a critical speed oi thevehicle is reached, to make contact with conductor rings 2M. Rings 224,which may be of brass, are housed within a supporting cage lid ofinsulating material, such as ldnirelite, said cage being housed withinan aluminum or other suitable shell 2%, preferably die cost over thecage. The spring ribs Jill are secured to a rotatable shaft ltdjournaled within the shell tilt, said shell being actuated by thepropeller shaft oi the vehicle by means including a shalt and gearingWhen the vehicle speed is below, say, fifteen miles per hour, a springltd functions to maintain a. spool shaped valve member tilt in theposi-- for example that disclosed in Figure 2, is intercon nected with atransmission operating motor to establish a low gear setting oi thetransmission. When the vehicle speed reaches the critical factor oilliteen miles per hour,-the centrifugal force developed is such as tolorce the weights ltd into contact with the rhigs ltd, completing anelectrical circuit to a solenoid llt, to energize the some for drawingthe valve lit to the left to sheet a high gear operation ol thetransmission. There is disclosed in Figures cm 12 a so-called telltalemechanism ltd for indicating to the driver the established gear ratio oithe two-speed rear axle unit. its disclosed in Figure 8, a unit t lt isarranged to be operated by a double-acting motor h ll, the latter beingin Sduid transmitting connection with an intake manifold l lli by meansof conduits ltd and ltd and a, selector valve unit dbl interconnectingsaid conduits. The valvelbl is arranged to be operated by the heelportion of an accelerator it l, the latter being operatlvely connectedto a throttle lot by a linlr ltd.

ill

dill

hit

The aforementioned telltale mechanism ltd comprises a power operatedunit in fluid transmitting connection with the conduit ltll by means ofa conduit 26d: thus with operation of the selector ltd, the telltale isautomatically operated,

such operation being preferably effected just prior to an operation ofthe motor 2M.

The details oi the telltale unit are disclosed in Figures 9, l0 and 11,wherein a casing 282 houses a reciprocable spring loaded piston 2operatively connected. by a pawl 288, with a ratchet 268, the latterbeing secured to a shaft 210 journaled in the casing 282. An indicatordrum 212 is fixedly mounted upon the shaft 218 and is adapted, whenrotated, to register either its "high" or low" indicia with an openingin a face plate 214 secured to the casing 282. In.

operation, a chamber 216 is successively evacuated to successivelyactuate the piston 26 to 1'0- tate the drum 212, thus advising thedriver of. the then existing transmission setting.

There are disclosed in Figures 13 and 14 alternative types of vacuumoperated telltale mechanism. For example, Figure 13 discloses such amechanism wherein an indicator wheel 218 is pivotally mounted to acylinder 280 and is arranged to be rotated by a spring pressed rack 282,the latter being pivotally secured to a spring and vacuum operatedpiston 284. Figure 14 discloses, in general, a similar type of mechanismwherein a spring and vacuum operated piston 286 is operatively connectedto indicator drum 218 by means of rack 282. A pin 288, secured to thepiston 286, projects therefrom and is adapted to seat within a recess288 in the base of the cylinder 280, said pin serving both as a stopmember and as a guide for the piston.

There is disclosed in Figure 15 another embodiment of two-speed rearaxle control mechanism wherein a double-acting motor 292 is operativelyconnected to such a transmission by a connecting rod 294. The motor isplaced in fluid transmitting connection with an intake manifold 296 byconduits 298, 380 and 802, a three-way pilot valve 304, operated by anaccelerator 806 and throttle link 308, and a foot operated doublethree-way selector valve 3E0 functioning to control the operation of themotor. If desired, a clutch operating motor hi2 may be made a part ofsaid mechanism, said motor being connected to themanifold 298 by meansof a conduit 3H3 tapped into the conduit 288 between the selector valve3) and pilot valve 886, whereby the pilot valve serves to control theoperation of the motor. As with the previously described powermechanism, the construction is such that the clutch is disengaged priorto an operation of the two-speed rear axle unit.

Describing the operation of the aforementioned mechanism, upon releaseof the accelerator, the pilot valve 304 is operated to place the motors292 and M2 in communication with the manifold to first disengage theclutch and then operate or permit an operation of the transmission.

The essence of the instant invention lies in the selector valvemechanism ,3l8 and the control means therefor.

Referring to Figures 16 and 17, the spring returned heel operatedplunger 3 is secured to a cross head M6 to which are pivotally securedtwo spring connected pawl members 8 and 320. The pawls are adapted tointerlock with a ratchat 322 secured to a barrel-shaped valve member 32rotatably housed within a valve casing 328 secured to the chassis. v

Should the driver desire to operate the transmission unit to change thesetting thereof, he has merely to depress with his heel the plunger 3%,thus rotating the ratchet322 and its connected valve member 824. Asdisclosed in Figure 17, the valve member 830 is recessed to cooperatewith ports 832, 334, 838 and 838 in the in 326 providin in effect adouble three-way valve construction. Successive operations of theplunger I28 serve to connect first one and then the. other of the endcompartments of the motor 282 with the manifold to thus successivelyestablish the transmission 2|! in its high and low gear settings.

There is thus provided an eflicient clutch and transmission operatingpower mechanism, whereby the conventional clutch pedal and gear shiftlever are dispensed with. The driver has merely to select or preselectone of three operations of the transmission, said operation beingfollowed by an operation of the accelerator and/or an operation of thetwo-speed rear axle control valve. The accelerator operated valveprovides a master control or interlock, whereby the accelerator must bereleased in order to effect said transmission operation together with anoperation of the clutch. Any one of four forward speeds may be selectedor preselected, depending upon whether the selector valves are operatedbefore or after the accelerator is released: said speeds may be definedas low-low, high-low, low-high and high-high.

An important feature of the invention lies in so proportioning,constructing and arranging the mechanism that the clutch is alwaysdisengaged prior to an operation of either of the transmissionmechanisms. This may be accomplished in many ways, e. g., by soproportioning the internal diameter of the conduits 82, 8, etc., leadingto the clutch and transmission operating motors as to insure anoperation of the clutch motor 60 prior to an operation of thetransmission motor 32. This end may also be accomplished by inserting arestricting valve in the conduit H8. As a further feature of theinvention, the power mechanism is particularly adaptable to either frontor rear engine mount constructions, for the selector valves may beconveniently placed in the drivers compartment and the governor andrelay units-positioned adjacent the transmissions and clutch whereverthey may be located upon the chassis.

It will be understood that while the illustrated embodiments of theinvention are described as shown, a considerable latitude is to bepermitted in construction within the scope of the appended claims.

We claim:

1. In an automotive vehicle provided with a plurality of transmissions,an accelerator, a clutch and an ignition system, power means foroperating said transmission and clutch, and means controlled in part bysaid ignition system and accelerator for controlling the operation ofsaid power means.

2. In an automotive vehicle provided with a plurality of transmissions,an accelerator, a clutch and-an ignition system, power means foroperating said transmissions and clutch, and means controlled in part bysaid ignition system and accelerator for controlling the operation ofsaid power means, said second-mentioned means including a master valveoperated by the accelerator.

3. In ah automotive vehicle provided with a plurality of. transmissions,an accelerator, a clutch and an ignition system, power means foroperating said transmissions and clutch, and means controlled in part bysaid ignition system and accelerator for controlling the operation ofsaid power means, said second-mentioned means including a plurality ofselector valves.

4. In an automotive vehicle provided with a e,ice,eeo

plurality of tronsmissions, an, accelerator, a clutch and on ignitionsystem, power means for operating said transmissions and clutch, endmoons controlled in part by said ignition system and occeierotor forcontrolling the operation of said power moons, said power meansincluding o double-acting motor for operating one of said transmissionsand a second double-acting motor for operating another of soldtransmissions.

t. In on automotive vehicle provided with an ignition switch, anaccelerator, a, clutch, e propeiler short, o. change-speed transmissioninter posed between said clutch and shaft, drivin wheeis, cool e secondchange-speed transmission interposed between said shaft and wheels,power means for operating sold clutch and transmissions comprising aplurality of motors, one motor for operating each of said transmissions,and a motor for operating the clutch, and means, opereted in port bysaid accelerator and in part icy said ignition switch, for controllingthe operotion of said power means.

6. in an automotive vehicle provided with two transmissions. a clutch,an ignition system, o

speed-responsive mechanism, and an accelerator,

power means for operating both transmissions and theclutch, and meansfor controlling the operation of said power means comprising anacceierator operated master valve, an ignition switch, and a. selectorvalve operated by said speed-responsive mechanism.

'7. in an automotive vehicle provided with an internal-combustionengine, two transmissions,

c. clutch, on ignition system, a speed-responsive mechanism, and anaccelerator, power means for operating both transmissions and theclutch, and deriving its motive power from said engine, and valve andswitch means for controlling the operetlon oi said power meanscomprising an accelerator operated master valve, on ignition switch, anda selector valve operated by said speed-responsive mechanism.

t. In an automotive vehicle provided with an the manifold, anaccelerator, a. speed-responsive mechanism, two choose-speedtransmissions, and e. clutch, power means for operating the clutch endtransmissions, said power means comprising c. separate motor ioroperating each of sold trensmissions, ond e. motor for operating theclutch, end further comprising fiuid transmitting connections, which,together with the remainder of the power means, are so constructed andso interconnect said motors with the mani ioid es to insure a.disengagement of the clutch prior to on operation of the transmissions,said power means further including an accelerator operated master valveand e, plurality of selector valves, one of said selector voives beingoperated by said speed-responsive mechonism.

9. In on automotive vehicle provided with an accelerator, espeed-responsive mechanism, a change-speed transmission, and a clutch,power means for operating said transmission and clutch comprising atdouble-ended motor operebly connected to the transmission, and o motoroperably connected to the clutch, end valvular means for controlling theoperation of said power means comprising an accelerator operated mastervalve, a manually operable selector valve, and a second selector valveoperated by said speed-responsive mechanism.

10. In an automotive vehicle provided with an accelerator, a governor,and a. change-speed transmission, power means for operating saidtransmission including a pressure differential operated motor, sodcontrol valves therefor including e. manually operable selector valve,an accelerator operated valve, and a governor controlled valve, togetherwith a telltale mechanism rendered operative after an operation of solidselector valve, and operable to advise of the gear ratio setting of thetransmission, said telltale mechanism comprising a. vacuum and springoperated motor rendered operable with each operation or said selectorvalve.

doom r. noos'ron. nor to. i 1-.

